Welding structure with double-inclined surface of no bumping and no vibration seamless rail with high load-bearing capability

ABSTRACT

A double inclined weld face structure for a jolt-and-vibration-free seamless rail with high bearing capacity relates to the welding of the seamless rail of the rail train, a weld seam of the rail according to the present application forms, at least partly, a double inclined weld face, forming an angle α with the vertical direction of the rail and an angle β with the transverse direction of the rail. The double inclined weld face can further improve the stress state in the weld face of the rail, enhance the bearing capacity of the weld face and eliminate upward and downward jolting and leftward and rightward shaking of a train. The double inclined weld faces of the two parallel rails ( 1 ) are arranged in a interleaving way and the interleaving length is greater than the length of a carriage, thus enhancing the running stability and durability of the train and more beneficial to use a simple existing Aluminothermic welding in the weld of the seamless rail.

TECHNICAL FIELD

The present application relates to a spatial structure for weld faces ofa seamless rail for a rail train, especially to a double inclined weldface structure for a jolt-and-vibration-free seamless rail with highbearing capacity.

TECHNICAL BACKGROUND

The Chinese applications serial No. 200910206270.7 and 201010250990.6 ofthe inventor for present application disclose solutions which enhancethe tangential and axial bearing capacity. Just as can be seen from FIG.8, the first application (No. 200910206270.7) designs a single inclinedweld face 9 which is parallel to Axis y and inclines relative to Axis xwith an angle α, so the upward and downward jolting of the train iseliminated, while the leftward and rightward shaking of the train cannot be eliminated; as shown in FIG. 9, the second application (No.201010250990.6) designs a inclined weld face 9 which is parallel to theAxis x and inclines relative to the axis y with an angle β, so theleftward and rightward shaking of the train is eliminate while itsupward and downward jolting is not eliminated, this is not sufficientlyto the steady, security and durability of the operation for aheavy-loaded high speed train. So a technical problem to be solved forthe whole seamless welding of the rail is to design a double inclinedweld face spatial structure where the upward and downward jolting andleftward and rightward shaking is eliminated.

SUMMARY

To solve the above technical problem, the present application provides anew double inclined weld face structure which not only enhances thetangential and axial bearing capacity of the weld face, but alsoeliminates the upward and downward jolting and leftward and rightwardshaking of a train, and can effectively use Aluminothermic Weldingprocessing.

The present application provides a jolt-and-vibration-free seamless railwhich has high bearing capacity, comprising rails and weld seams forconnecting the rails, characterized in that the weld seam at leastincludes a double inclined weld face A_(αβ) formed on a rail head of therail, the spatial relation between the double inclined weld face A_(αβ)and the rail (1) is that a straight plane ABCD is a cross section A₀perpendicular to a longitudinal axis z, and a inclined plane ABEG, whichis a single inclined cross section A_(α), is achieved by rotating thestraight plane ABCD an angle α about a vertical axis y, and an inclinedcross section BEDH, which is a double inclined weld face A_(αβ), isachieved by rotating the inclined cross section ABEG an angle β about BEedge; the angle α is formed between the double inclined weld face A_(αβ)and an axis x, and the angle β is formed between the double inclinedweld face A_(αβ) and the vertical axis y.

Preferably, when

${\frac{\sigma_{0\; z}}{\tau_{0\; y}} = 1.5},{{\frac{\sigma_{0\; z}}{\tau_{0\; x}} = 2};{\frac{\sigma_{0\; z}}{\tau_{0\; y}} = 2}},{{\frac{\sigma_{0\; z}}{\tau_{0\; x}} = 2.2};}$${{{or}\mspace{14mu}\frac{\sigma_{0\; z}}{\tau_{0\; y}}} = 2.4},{\frac{\sigma_{0\; z}}{\tau_{0\; x}} = 2.5},$for the double inclined weld face A_(αβ), the corresponding matchingvalues of the angle α and β are selected from a group consisted ofα=30°, β=30°; α=30°, β=45°; α=45°, β=30°; α=45°, β=45°; α=45°, β=60°;α=60°, β=45°; α=60°, β=30°; α=30°; β=60°; α=60°, β=60°; so that theshear stress applied on the plane A_(αβ) is evidently reduced and themaximum bearing capacity of A_(αβ) is enhanced, the rate of reduction ofshear stress Δτ_(x) and Δτ_(y) are both greater than 100%, the reductionof normal stress Δσ is greater than 35%, and the rate of increment ofbearing capacity ΔF_(x), ΔF_(y), ΔF_(z) are all greater than 77%,

${{{wherein}\mspace{14mu}{\Delta\tau}_{x}} = \frac{\tau_{0\; x} - \tau_{xh}}{\tau_{0\; x}}},{{\Delta\tau}_{y} = \frac{\tau_{0\; y} - \tau_{yh}}{\tau_{0\; y}}},{{{\Delta\sigma} = \frac{\sigma_{0\; z} - \sigma_{n}}{\sigma_{0\; z}}};}$${{\Delta\; F_{x}} = \frac{F_{x} - F_{0\; x}}{F_{0\; x}}},{{\Delta\; F_{y}} = \frac{F_{y} - F_{0\; y}}{F_{0\; y}}},{{{\Delta\; F_{z}} = \frac{F_{z} - F_{0\; z}}{F_{0\; z}}};}$ρ_(0z) is the allowable normal stress in z direction applied on thecross section A₀ perpendicular to the axis z, τ_(0y) and τ_(0x) are theallowable shear stress in y direction and in x direction applied on theA₀ respectively, τ_(xh) and τ_(yh) are the maximum shear stress in xdirection and in y direction applied on the double inclined weld faceA_(αβ) respectively, σ_(n) is the maximum normal stress applied on thesurface A_(αβ), and F_(0x), F_(0y), F_(0z) are the maximum load in x, y,z direction applied on the surface A₀ respectively, F_(x), F_(y), F_(z)are the maximum load applied on A_(αβ) respectively.

Preferably, the double inclined weld face A_(αβ) is formed on the wholecross section of the weld seam of the rail, which forms the angle α withthe axis x and forms the angle β with the axis y, and a inclined weldseam (5) is formed on a rail tread of a rail head of the rail byintersection between the double inclined weld face A_(αβ) and the railtread of the rail head, and a inclined weld seam (7) is formed on a railside surface of the rail head by intersection between the doubleinclined weld face A_(αβ) and the rail side surface of the rail head.

Preferably, the weld seam of the rail includes the double inclined weldface A_(αβ) formed on the rail head of the rail, and a single inclinedcross section A_(α′), which forms an angle α′ with the axis x, formed ona rail waist and a rail bottom of the rail, the single cross sectionA_(α′) intersects with the side surface of the rail waist and railbottom to form a vertical weld seam.

Preferably, the weld seam of the rail includes the double inclined weldface A_(αβ) formed on the rail head of the rail, and a single inclinedcross section A_(β′), which forms an angle β′ with axis x, formed on therail waist and rail bottom, the double inclined weld face A_(αβ)intersects with the rail tread of the rail head to form a inclined weldseam and intersects with the side surface of the rail head to form ainclined weld seam, and the single inclined cross section A_(β′)intersects with the side surface of the rail waist and rail bottom toform a inclined weld seam.

Preferably, the weld seam of the rail includes the double inclined weldface A_(αβ) formed on the rail head of the rail, and an another doubleinclined weld face A_(α′β′) which forms an angle α′ with the axis x andan angle β′ with the axis y, formed on the rail waist and rail bottom,wherein α′ is different from α, and β′ is different from β.

Preferably, a wheel tread and a wheel rim of a wheel contact with therail synchronously, i.e. the wheel tread (6) is leftward and rightwardoverlapped with the inclined weld seam (5) of the rail head tread formedby the double inclined weld face A_(αβ), the corresponding wheel rim (8)is backward and forward overlapped with the inclined seam (7) of theside surface of the rail head formed by the double inclined weld faceA_(αβ).

Preferably, characterized in that the inclined weld faces on twoparallel rails (1) are arranged in an interleaving way and theinterleaving length is greater than the length of one carriage.

Preferably, the weld technique for the double inclined weld face is anAluminothermic welding.

The beneficial effect of the application is that

(a) the upward and downward jolting, and the leftward and rightwardshaking are eliminated simultaneously when the train passes through theinclined weld seam of the double inclined weld seam.

(b) the pure shear stress in the vertical and transverse direction ofthe rail's double inclined weld face and the pure normal tension stressin the rail moving direction are all reduced.

(c) the bearing capacity in the transverse, vertical and axial directionof the rail are all enhanced.

(d) the double inclined weld faces of the two parallel rails arearranged in a back and front interleaving arrangement to increase thesecurity of the train operation.

(e) since the pure normal tension stress and the pure shear stress arereduced, and the transverse, vertical, and axial bearing capacity areenhanced because of the double inclined weld face, the reliability ofthe double inclined weld face may be assured by using the Aluminothermicwelding, which may raise the welding efficiency, simply the weldingtechnique, reduce the welding cost and may be welded in the workshop oronline welding.

(f) it is particularly applying to the welding of the rail belonging tothe heavy load train and the high speed multiple motor train units.

In generally, the present application can not only enhance the bearingcapacity of the double inclined weld face, reduce the axial tensionstress and the transverse shear stress of the double inclined weld face,and simultaneously eliminate the unward and downward jolting andleftward and rightward shaking of the train, furthermore, theAluminothermic welding may be effective used in the welding of theseamless rail, which is an important revolution for the rail's seamlesswelding in the railroading, especially applied to the rail's wholeseamless welding of the heavy load, high speed train.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of the spatial direction of the doubleinclined weld face A_(αβ);

FIG. 2 is a formation and stress state view of the double inclined weldface A_(αβ);

FIG. 3 is a shear stress diagram of the double inclined weld faceA_(αβ);

FIG. 4 is a schematic view of the steady operation when the wheel treadpasses through inclined weld seams on the rail tread of the rail headand the wheel rim passes through the inclined seam on the side surfaceof the rail head;

FIG. 5( a) is a schematic view showing a double inclined weld faceA_(αβ) formed on the rail head and a single inclined welding surfaceA_(α′) formed on the rail waist and rail bottom;

FIG. 5( b) is a schematic view showing a double inclined weld faceA_(αβ) formed on the rail head and a single inclined welding surfaceA_(α′) formed on the rail waist and rail bottom;

FIG. 6 is a schematic view showing a double inclined weld face A_(αβ)formed on the rail head and an another double inclined welding surfaceA_(β′) formed on the rail waist and rail bottom;

FIG. 7 is a view showing the arrangement in a interleaving way of thedouble inclined weld faces of two parallel rails;

FIG. 8 is a view showing the single inclined weld face spatialstructure, wherein the single inclined weld face forms an angle α withthe axis x;

FIG. 9 is a view showing the spatial structure of the single inclinedweld face, wherein the single inclined weld face forms an angle β withthe axis y.

EMBODIMENTS

The weld face structure of the seamless rail according to the presentapplication includes a rail and weld seams, as shown in FIG. 1, a weldseam of rail 1 is formed by a double inclined weld face A_(αβ)intersecting with the rail 1, wherein in the xyz coordinate system, thelongitudinal axis z extends along the longitudinal direction of therail, the vertical axis y extends downward perpendicular to thelongitudinal axis z of the rail, and the transverse axis x extendsinward perpendicular to the z direction of the rail. In FIG. 1, thecross section A₀ is a cross section perpendicular to the axis z, aninclined surface A_(α) is an inclined surface forming an angle α withthe transverse axis x, and an inclined surface A_(β) is an inclinedsurface forming an angle) β with the perpendicular axis y. The rail 1includes a rail head 2, a rail waist 3 and a rail bottom 4 that form ansection with I beam shape.

1. The Spatial Relation Between the Double Inclined Weld Face A_(αβ) andthe Rail 1

As shown in FIG. 1, A_(αβ) is a double inclined weld face which forms anangle α with the transverse axis x and an angle β with the perpendicularaxis y.

The configuration of the double inclined weld face A_(αβ): the spatialrelations of the double inclined weld face A_(αβ) is as shown in FIG. 2,a weld face ABCD is a cross section A₀ perpendicular to the axis z, thesurface ABCD rotates an angle α around the axis x to obtain a inclinedsurface ABEG, then the inclined surface ABEG rotates an angle β aroundBE to obtain a inclined surface BEDH, i.e. the double inclined weld faceA_(αβ), which forms an angle α with the axis x, and an angle β with theaxis y. n is the normal vector of the double inclined weld face BEDH,which forms an angle (π−α′) with the axis x, and forms angles β′, γ′with the axis y and axis z respectively. Wherein, α=∠CBE, β=∠CDF,α′=∠OCB, β′=∠OCD, γ′=∠OCE;

2. The Trigonometric Functions Relations of the Double Inclined Surface

According to FIG. 2:

$\begin{matrix}{{{{CF} = {{{BC} \cdot \sin}\;\alpha}},{{CE} = {{{CF}/\cos}\;\alpha}},{{BF} = {{{BC} \cdot \cos}\;\alpha}},{{OF} = {{{{CF} \cdot \sin}\;\beta} = {{{BC} \cdot \sin}\;{\alpha \cdot \sin}\;\beta}}},{{EF} = {{{{CF} \cdot {tg}}\;\alpha} = {{{BC} \cdot \sin}\;{\alpha \cdot {tg}}\;\alpha}}},{{OC} = {{{{CF} \cdot \cos}\;\beta} = {{{BC} \cdot \sin}\;{\alpha \cdot \cos}\;\beta}}}}\begin{matrix}{{\angle BOF} = {{arctg}\frac{BF}{OF}}} \\{= {{arctg}\frac{{{BC} \cdot \cos}\;\alpha}{{{BC} \cdot \sin}\;{\alpha \cdot \sin}\;\beta}}} \\{{= {{arctg}\frac{\cos\;\alpha}{\sin\;{\alpha \cdot \sin}\;\beta}}},}\end{matrix}{{\angle EOF} = {{{arctg}\frac{EF}{OF}} = {{{arctg}\frac{{{BC} \cdot \sin}\;{\alpha \cdot {tg}}\;\alpha}{{{BC} \cdot \sin}\;{\alpha \cdot \sin}\;\beta}} = {{arctg}{\frac{{tg}\;\alpha}{\sin\;\beta} \circ {then}}}}}}{{\cos\left( {\pi - \alpha^{\prime}} \right)} = {{{- \cos}\;\alpha^{\prime}} = {{- \frac{OC}{BC}} = {{- \sin}\;\alpha\;\cos\;\beta}}}}} & (1) \\{{\sin\;\alpha^{\prime}} = {\sqrt{1 - {\cos^{2}\alpha^{\prime}}} = \sqrt{1 - {\sin^{2}{\alpha \cdot \cos^{2}}\beta}}}} & (2) \\{{\cos\;\beta^{\prime}} = {{\cos\left( {\frac{\pi}{2} - \beta} \right)} = {\sin\;\beta}}} & (3) \\{{\sin\;\beta^{\prime}} = {\sqrt{1 - {\cos^{2}\beta^{\prime}}} = {\sqrt{1 - {\sin^{2}\beta}} = {\cos\;\beta}}}} & (4) \\{{\cos\;\gamma^{\prime}} = {\frac{OC}{CE} = {\frac{{{CF} \cdot \cos}\;\beta}{\frac{CF}{\cos\;\alpha}} = {\cos\;{\alpha \cdot \cos}\;\beta}}}} & (5) \\{{\sin\;\gamma^{\prime}} = {\sqrt{1 - {\cos^{2}\gamma^{\prime}}} = \sqrt{1 - {\cos^{2}{\alpha \cdot \cos^{2}}\beta}}}} & (6) \\{{\cos\;{\angle BOF}} = \frac{\sin\;\alpha\;\sin\;\beta}{\sqrt{1 - {\sin^{2}\alpha\;\cos^{2}\beta}}}} & (7) \\{{\sin\;{\angle BOF}} = \frac{\cos\;\alpha}{\sqrt{1 - {\sin^{2}\alpha\;\cos^{2}\beta}}}} & (8) \\{{\cos\;{\angle EOF}} = \frac{\cos\;\alpha\;\sin\;\beta}{\sqrt{1 - {\cos^{2}\alpha\;\cos^{2}\beta}}}} & (9) \\{{\sin\;{\angle EOF}} = \frac{\sin\;\alpha}{\sqrt{1 - {\cos^{2}\alpha\;\cos^{2}\beta}}}} & (10)\end{matrix}$

3. The Stress Analysis of the Double Inclined Weld Face

As shown in FIGS. 1 and 2, F_(z) is a pulling force applied on thesurface A_(αβ) in a travel direction of the train, and F_(y) is avertical load on the surface A_(αβ) applied by the train, and F is atransverse load on the surface A_(αβ) applied by the wheel rim, sincethe normal stress in the z direction applied on the surface A₀ isσ_(0z)=F_(0z)/A₀, and the shear stress in the x direction and ydirection applied on the surface A₀ respectively are τ_(0x)=F_(0x)/A₀and τ_(0y)=F_(0y)/A₀, wherein F_(0x), F_(0y), F_(0z) are the maximumloads, τ_(0x) and τ_(0y) are the maximum shear stress in the surface A₀σ_(0z) is the maximum tension stress in the surface A₀. SoF_(0x)=A₀τ_(0x), F_(0y)=A₀τ_(0y), F_(0z)=A₀σ_(0z). It is more beneficialto the reliability of the analysis, if τ_(0x), τ_(0y) and σ_(0z) aredefined as the allowable stresses.

The stresses applied on the double inclined surface A_(αβ) aref_(x)=F_(x)/A_(αβ), f_(y)=F_(y)/A_(αβ), f_(z)=F_(z)/A_(αβ) respectively.From A₀=A_(αβ) cos γ′ and cos γ′=cos α cos β, We will achievedA ₀ =A _(αβ) cos α·cos β  (11).

Since F_(z)=F_(0z) F=F_(0y), F=F_(0x), from FIG. 1 and the equation(11), we will obtain following:

${f_{z} = {{\frac{F_{z}}{A_{0}}\cos\;\alpha\;\cos\;\beta} = {\sigma_{0\; z}\cos\;\alpha\;\cos\;\beta}}},{f_{y} = {{\frac{F_{y}}{A_{0}}\cos\;\alpha\;\cos\;\beta} = {\tau_{0\; y}\cos\;\alpha\;\cos\;\beta}}},{f_{x} = {{\frac{F_{x}}{A_{0}}\cos\;\alpha\;\cos\;\beta} = {\tau_{0\; x}\cos\;\alpha\;\cos\;{\beta.}}}}$

3.1 A Resultant Stress of the Normal Stress

According to FIG. 2, σ_(zn)=f_(z)·cos γ′, σ_(xn)=f_(x)·cos α′ andσ_(yn)=f_(y)·cos β′ applied on the surface A_(αβ) are all the normalstress. So the resultant normal stress applied on the surface A_(αβ) isσ_(h)=σ_(zn)+σ_(yn)−σ_(xn). So it is obtained,σ_(h) =f _(z)·cos γ′+f _(y)·cos β′−f _(x)·cos α′

The equations (1), (3), (5) are substituted in and solved, then it isobtained,σ_(h)=σ_(0z)·cos²α cos²β+τ_(0y)·cos α sin β cos β−τ_(0x)·sin α cos αcos²β  (12)

3.2 A Resultant Stress of the Shear Stress

It is obtained from FIG. 2 that f_(x), f_(y), f_(z) and the shear stressapplied on the surface A_(αβ) respectively are τ_(x), τ_(y), τ_(z),wherein the shear stress τ_(x), τ_(y), τ_(z) must be orthogonal to thenormal line n and settled down on the surface A_(αβ). Thus τ_(x)=f_(x)sin α′, τ_(y)=f_(y) sin β′ and τ_(z)=f_(z) sin γ′. And because τ_(x),τ_(y), τ_(z) are settled down on the surface A_(αβ), so τ_(x) isequidirectional with BO, τ_(y) is equidirectional with OF, and τ_(z) isequidirectional with EO. Since the x directional shear stress and the ydirectional resultant shear stress are concerned, the shear stress τ_(z)should be resolved to an x directional shear stress τ_(zx) and a ydirectional shear stress τ_(zy), and the view showing the resolve of theshear stress corresponding to FIG. 2 is shown in FIG. 3. It is obtainedfrom the sine rule

$\frac{\tau_{z}}{\sin\;\angle\;{BOF}} = {\frac{\tau_{zx}}{\sin\;\angle\;{EOF}} = \frac{\tau_{zy}}{\sin\left( {\pi - {\angle\;{BOF}} - {\angle\;{EOF}}} \right)}}$

Thus, τ_(zx)=τ_(z) sin ∠EOF/sin ∠BOF; τ_(zy)=τ_(z) cos ∠EOF+τ_(z) sin∠EOFctg∠BOF

So, the resultant stress τ_(xh) of the x directional shear stress

$\begin{matrix}{\tau_{xh} = {{\tau_{x} - \tau_{zx}} = {\tau_{x} - \frac{\tau_{z}\sin\;\angle\;{EOF}}{\sin\;\angle\;{BOF}}}}} & (13)\end{matrix}$

equations (8), (10) are substituted in equation (13) and neutralized, itis obtainedτ_(xh)=(τ_(0x)·cos α cos β−τ_(0z)·sin α cos β)√{square root over(1−sin²α cos²β)}  (14)

the resultant stress τ_(yh) of the y directional shear stressτ_(yh)=τ_(y)−τ_(zy)=τ_(y)−τ_(z)(cos ∠EOF+sin ∠EOFctg∠BOF)  (15)

equations (7)-(10) are substituted in equation (15) and neutralized, itis obtainedτ_(yh)=τ_(0y)·cos α cos²β−σ_(0z)·sin β cos β  (16)

-   -   3.3 The Reduction of the Stress of the Double Inclined Weld Face

Compared with the normal stress σ_(0z) and the shear stress τ_(0x),τ_(0y) applied on the surface A₀, the reduction of the normal stressσ_(h) and the shear stress τ_(xh), τ_(yh) applied on the surface A_(αβ)are Δσ and Δτ_(x), Δτ_(y), which may be obtained from equations (12),(14) and (16)

$\begin{matrix}{{\Delta\sigma} = {\frac{\sigma_{0z} - \sigma_{n}}{\sigma_{0z}} = {1 - {\cos^{2}\alpha\;\cos^{2}\beta} - {\frac{\tau_{0y}}{\sigma_{0z}}\cos\;{\alpha sin}\;{\beta cos}\;\beta} + {\frac{\tau_{0x}}{\sigma_{0z}}\sin\;\alpha\;\cos\;\alpha\;\cos^{2}\beta}}}} & (17) \\{{\Delta\tau}_{x} = {\frac{\tau_{0x} - \tau_{xh}}{\tau_{0x}} = {1 - {\left( {{\cos\;\alpha\;\cos\;\beta} - {\frac{\sigma_{0z}}{\tau_{0x}}\sin\;{\beta cos}\;\beta}} \right)\sqrt{1 - {\sin^{2}\alpha\;\cos^{2}\beta}}}}}} & (18) \\{\mspace{79mu}{{\Delta\;\tau_{y}} = {\frac{\tau_{0y} - \tau_{yh}}{\tau_{0y}} = {1 - {\cos\;\alpha\;{\cos\;}^{2}\beta} + {\frac{\sigma_{0z}}{\tau_{0x}}\sin\;{\beta cos}\;\beta}}}}} & (19)\end{matrix}$

4. The Enhance of the Steady Property in Operation and the BearingCapacity

4.1 The Steady Property for Operation

The relations between the double inclined weld seams on the rail treadof the rail head and the side surface of the rail head applied by thewheel in travel direction of train is shown in FIG. 4. When the trainpasses through a inclined weld face seam which forms an angle α with theaxis x, the wheel tread 6 does not completely contact with the inclinedseam 5 of the rail head, but contacts with an inner and outer parts ofthe inclined weld seam 5 in an overlapped way, so the axle weight isshared by the inner and outer parts of the rail head. When the trainpasses through a inclined weld seam which forms an angle β with the axisy, the wheel rim 8 does not completely contact with the inclined weldseam 7 of the side surface of the rail head, but contacts with a frontand back parts of the inclined weld seam 7 in an overlapped way, so theaxle weight is shared by the front and back parts of the rail head. Thusit is simultaneously eliminated the upward and downward jolting andleftward and rightward shaking resulted by the seam sinking. So thesteady property in operation of the train is further enhanced than thatof the single inclined weld face.

4.2 The Enhancement of the Bearing Capacity

The maximum loads in z direction, y direction and x direction applied onthe surface A₀ are F_(0z), F_(0y), F_(0x), and F_(0z)=A₀·σ_(0z),F_(0y)=A₀·τ_(0y), F_(0x)=A₀·τ_(0x), wherein σ_(0z), τ_(0y) and τ_(0x)are the allowable stress applied on the surface A₀. The maximum loads inz direction, y direction and x direction applied on the A_(αβ) areF_(z), F_(y), F_(x), so the normal load of F_(z) resolved onto thesurface A_(αβ) is F_(αβn)=F_(z) cos γ′, and the load in y direction ofF_(y) resolved onto the surface A_(αβ) is F_(αβy)=F_(y) cos β′, and theload in x direction of F_(x) resolved onto the surface A_(αβ) isF_(αβx)=F_(x) cos α′ and F_(αβn)=A_(αβ)·σ_(αβn), F_(αβy)=A_(αβ)·τ_(αβy),F_(αβx)=A_(αβ)·τ_(αβx), the allowable stress σ_(0z), τ_(0y), τ_(0x)instead of σ_(αβn), τ_(αβy), τ_(αβx) is also allowable for thecomparability of the analysis, so F_(αβn)=σ_(0z)·A_(αβ),F_(αβy)=τ_(0y)·A_(αβ), F_(αβx)=τ_(0x)·A_(αβ). Thus with respect to themaximum z directional load F_(0z) applied on the surface A₀, the enhanceof the z directional bearing capacity applied on the surface A_(αβ) is

$\begin{matrix}{{\Delta\; F_{z}} = {\frac{F_{z} - F_{0z}}{F_{0z}} = {{\frac{{F_{\alpha\;\beta\; n}/\cos}\;\gamma^{\prime}}{F_{0z}} - 1} = {{\frac{{A_{\alpha\beta} \cdot {\sigma_{0z}/\cos}}\;\gamma^{\prime}}{A_{0} \cdot \sigma_{0z}} - 1} = {\frac{1}{\cos^{2}\gamma^{\prime}} - 1}}}}} & (20)\end{matrix}$

with respect to the maximum y directional load F_(0y) applied on thesurface A₀, the enhance of the y directional bearing capacity applied onthe surface A_(αβ) is

$\begin{matrix}{{\Delta\; F_{y}} = {\frac{F_{y} - F_{0y}}{F_{0y}} = {{\frac{{F_{\alpha\;\beta\; y}/\cos}\;\beta^{\prime}}{F_{0y}} - 1} = {\frac{1}{\cos\;\beta^{\prime}\cos\;\gamma^{\prime}} - 1}}}} & (21)\end{matrix}$

with respect to the maximum x directional load F_(0x) applied on thesurface A₀, the enhance of the x directional bearing capacity applied onthe surface A_(αβ) is

$\begin{matrix}{{\Delta\; F_{x}} = {\frac{F_{x} - F_{0x}}{F_{0x}} = {\frac{1}{\cos\;\alpha^{\prime}\cos\;\gamma^{\prime}} - 1}}} & (22)\end{matrix}$

equations (1), (3), (5) are correspondingly substituted in equations(20), (21), (22), then

$\begin{matrix}{{\Delta\; F_{z}} = {\frac{1}{{\cos\;}^{2}{\alpha \cdot \cos^{2}}\;\beta} - 1}} & (23) \\{{\Delta\; F_{y}} = {\frac{1}{\cos\;{\alpha \cdot \sin}\;\beta\;\cos\;\beta} - 1}} & (24) \\{{\Delta\; F_{x}} = {\frac{1}{\sin\;{\alpha cos}\;{\alpha \cdot \;{\cos\;}^{2}}\beta} - 1}} & (25)\end{matrix}$

A practical example according to the present application “A doubleinclined weld face structure for a jolt-and-vibration-free seamless railwith high bearing capacity” is shown in the following.

In practice, the subgrade is an existing reinforced concrete ballastlesssubgrade, and the rail is all models of rail used by an actual heavyload, high speed passenger train and city rail train, while a railsleeper, rails tie plate, rails tie plate mounting bolt and fastening bywhich the rails connect to the subgrade, are exactly the same.

Because the surface A_(αβ) is determined after the angles α and β of thedouble inclined surface are determined, and if the reduction of thenormal tension stress Δσ, the reduction of the pure shear stress Δτ_(x)and Δτ_(y) comply with the design requirements, the angles α and β ofthe double inclined surface A_(αβ) are determined. And because theanalysis formula (17)˜(19) for the reduction of the stress applied onthe surface A_(αβ) by the load include backlog items

${\left( \frac{\sigma_{0z}}{\tau_{0x}} \right)\mspace{14mu}{and}\mspace{14mu}\left( \frac{\sigma_{0z}}{\tau_{0y}} \right)},$if

$\left( \frac{\sigma_{0z}}{\tau_{0x}} \right)\mspace{14mu}{and}\mspace{14mu}\left( \frac{\sigma_{0z}}{\tau_{0y}} \right)$are known, Δσ, Δτ_(x), Δτ_(y) corresponding to α, β could be obtained.Because in operation of the train, the z directional maximum trailingload F_(z) applied on the surface A_(αβ) is greater than the ydirectional maximum normal positive compressive loading of the wheelF_(y) which is greater than the maximum transverse load F_(x) applied onthe surface A_(αβ) by the wheel rim, so there is a relation among themaximum stress σ_(0z), τ_(0x) and τ_(0y): σ_(0z)>τ_(0y)>τ_(0x).According to the relation σ_(0z)>τ_(0y)>τ_(0x), after

${\frac{\sigma_{0z}}{\tau_{0y}} = 1.5},{{\frac{\sigma_{0z}}{\tau_{0x}} = 2};{\frac{\sigma_{0z}}{\tau_{0y}} = 2}},{{\frac{\sigma_{0z}}{\tau_{0x}} = 2.2};{\frac{\sigma_{0z}}{\tau_{0y}} = 2.4}},{\frac{\sigma_{0z}}{\tau_{0x}} = 2.5}$are determined, the stress reduction corresponding to the angles α, βwill be obtained, which are listed in table 1, 2 and 3. The enhancementof the bearing capacity corresponding to the angles α, β are listed intable 4.

According to the actual operation of different types of train, thevalues of

$\left( \frac{\sigma_{0z}}{\tau_{0y}} \right)\mspace{14mu}{and}\mspace{14mu}\left( \frac{\sigma_{0z}}{\tau_{0x}} \right)$are determined, then according to the reduction Δσ, Δτ_(y), Δτ_(x) ofthe design requirements, the design values of angles α and β on thesurface A_(αβ) are determined. After the angles α and β are determined,the rail heads of two tracks to be welded are sawed into the doubleinclined surface A_(αβ) by a belt saw or non-tooth saw, then alignedwith each other up and down, and set aside a suitable clearance, weldedby the Aluminothermic welding, and then project, polish, and heattreatment, that is to say, the welding of the double inclined surface isfinished.

TABLE 1${{{the}\mspace{14mu}{stress}\mspace{14mu}{reduction}\mspace{14mu}{at}\mspace{14mu}\frac{\sigma_{0z}}{\tau_{0y}}} = 1.5},{\frac{\sigma_{0z}}{\tau_{0x}} = 2}$angle Inclined surface's Stress α β α β α β α β α β α β α β α β α βreduction (%) 30° 30° 30° 45° 45° 30° 45° 45° 45° 60° 60° 45° 60° 30°30° 60° 60° 60° Δσ 35.0 44.5 60.8 70.3 73.3 81.7 83.1 61.7 84.7 Δτ_(y)100.0 131.7 111.9 184.6 147.3 150.0 127.5 143.3 152.5 Δτ_(x) 110.5 108.9148.4 165.0 133.1 168.9 170.6 106.5 155.5

TABLE 2${{{stress}\mspace{14mu}{reduction}\mspace{14mu}{at}\mspace{14mu}\frac{\sigma_{0z}}{\tau_{0y}}} = 2},{\frac{\sigma_{0z}}{\tau_{0x}} = 2.2}$Inclined surface's angle Stress α β α β α β α β α β α β α β α β α βReduction (%) 30° 30° 30° 45° 45° 30° 45° 45° 45° 60° 60° 45° 60° 30°30° 60° 60° 60° Δσ 39.8 50.7 64.2 68.7 77.9 84.8 85.2 67.4 87.8 Δτ_(y)121.7 156.7 133.6 164.6 168.9 175.0 149.1 165.0 174.1 Δτ_(x) 118.3 115.5158.1 152.0 139.7 178.6 180.5 111.3 163.3

TABLE 3${{{stress}\mspace{14mu}{reduction}\mspace{14mu}{at}\mspace{14mu}\frac{\sigma_{0z}}{\tau_{0y}}} = 2.4},{\frac{\sigma_{0z}}{\tau_{0x}} = 2.5}$angle Inclined surface's Stress α β α β α β α β α β α β α β α β α βreduction (%) 30° 30° 30° 45° 45° 30° 45° 45° 45° 60° 60° 45° 60° 30°30° 60° 60° 60° Δσ 41.1 53.1 64.7 70.3 79.7 85.7 85.2 70.0 89.1 Δτ_(y)139.0 176.7 150.9 184.6 186.2 195.0 166.4 182.3 191.4 Δτ_(x) 130.0 125.4172.6 165.0 149.6 193.1 195.4 118.6 175.0

TABLE 4 enhance of the bearing capacity corresponding to the angle α, βIncrement rate of the bearing Inclined surface's angle capacity α β α βα β α β α β α β α β α β α β (%) 30° 30° 30° 45° 45° 30° 45° 45° 45° 60°60° 45° 60° 30° 30° 60° 60° 60° ΔF_(z) 77.8 166.7 166.7 300 700 700433.3 433.3 1500 ΔF_(y) 166.7 130.9 226.6 182.8 226.6 300 361.9 166.7361.9 ΔF_(x) 207.9 361.9 166.7 300 700 361.9 207.9 823.8 823.8

From tables 1, 2 and 3, we can see that the reduction of the shearstress Δτ_(x) and Δτ_(y) are greater than 100%. It seems to difficult tounderstand at first sight, but it will be clear after analyzing the FIG.3 of the shear stress: because τ_(zx) and τ_(zy) are the resolved shearstress of τ_(z) in x and y direction and those directions are opposed tothe direction of τ_(x) and τ_(y), when the absolute values of τ_(zx) andτ_(x) are equal to each other and the absolute values of τ_(zy) andτ_(y) are equal to each other too, the reduction Δτ_(x) and Δτ_(y) areequal to 100%; when the absolute values of τ_(zx) and τ_(zy) are greaterthan that of τ_(x) and τ_(y), the reduction Δτ_(x) and Δτ_(y) aregreater than 100%. But the reduction of Δτ_(x) and Δτ_(y) are notallowed to be greater than 200%. From FIG. 2, we can see that the normalstress σ_(zn) is impossible to be greater than σ_(xn)+σ_(yn), so thereduction of Δσ is impossible to be greater than 100%, seeing FIG. 2.

The present application includes the rail and the double inclined weldface, and two parallel rails and the double inclined weld face A_(αβ)are arranged in an interleaving way, as shown in FIG. 5, theinterleaving length is greater than the length of one carriage, and thewelding method is the existing Aluminothermic welding.

Other Embodiments

The above mentioned embodiment may be further modified. In otherembodiment of the seamless rail with the double inclined weld facestructure, there is a segmental structure of the double inclined weldface and the single inclined weld face in the rail, for example the weldseams include a segmental structure with a combination of a doubleinclined weld face A_(αβ) and a single inclined weld face, in which thesingle inclined weld face forms an angle α′ with the transverse axis xat the rail waist and rail bottom, and the double inclined weld faceA_(αβ) includes a single inclined seam on the rail tread of rail head 2forming an angle α with the axis x, and a single inclined seam on theside surface of the rail head 2 forming an angle β with the axis y. Or asegmental inclined surface structure includes a double inclined weldface A_(αβ) and a single inclined weld face forming an angle β′ with thetransverse axis y at the rail waist and rail bottom, wherein the doubleinclined weld face A_(αβ) includes a single inclined weld seam on therail tread of rail head 2 forming an angle α with the axis x, and asingle inclined seam on the side surface of the rail head 2 forming anangle β with the axis y.

In addition, in other embodiment, the weld seams of rail have asegmental structure with a double inclined weld face and an anotherdouble inclined weld face, for example the weld seam includes a doubleinclined weld face A_(αβ) with a inclined weld seam at the rail head 2which forms an angle α with the axis x and a inclined weld seam at theside surface of the rail head 2 which forms an angle β with the verticalaxis y, and another double inclined weld face A_(α′β′) with a inclinedweld seam which forms an angle α′ with the axis x and a inclined weldseam which forms an angle β′ with the vertical axis y at the rail waistand rail bottom, wherein the angle α′ is different from the angle α, andthe angle β′ is different from the angle β.

As an alternative, the weld seam of rail includes a single inclinedsurface A_(α′) at a part of the rail waist and rail bottom which formsan angle α′ with the axis x, or the weld seam includes a single inclinedweld face A_(β′) at a part of the rail waist and rail bottom which formsan angle β′ with the vertical axis y, or includes another doubleinclined weld face A_(α′β′) at a part of the rail waist and rail bottomwhich forms an angle α′ with the axis x and an angle β′ with the axis y,wherein the angle α′ is different from the angle α and the angle β′ isdifferent from the angle β.

The angle α′ is defined in a range of 30°˜45°, and the angle β′ isdefined in a range of 30°˜45°. Since a double inclined weld face A_(αβ)is provided in a part of the rail weld face, and a single inclined crosssection A_(α′), A_(β′), or A_(a′β′) is provided in another part of therail weld face, a step transition is formed at the intersection of thetwo parts, which will facilitate the position of the rail duringwelding, and enhance the tangential and axial bearing capacity of theweld face at the same time, and the jog up and down and leftward andrightward vibration are eliminated when the train passes through theseam of the weld face.

LIST OF REFERENCE SIGNS

-   -   1 rail    -   2 rail head    -   3 rail waist    -   4 rail bottom    -   5 an inclined weld seam formed by intersecting a double inclined        weld face A_(αβ) with a rail tread of the rail head    -   6 the wheel rim    -   7 an inclined weld seam formed by intersecting a double inclined        weld face A_(αβ) with the side surface of rail head    -   8 wheel rim    -   9 a weld seam formed by a single inclined weld face forming an        angle α with the axis x    -   10 a wheel tread through the single inclined weld seam 9    -   11 a weld seam formed by a single inclined weld face forming an        angle β with the axis y    -   12 a wheel rim through the single inclined seam 11

What is claimed is:
 1. A double inclined weld face structure for ajolt-and-vibration-free seamless rail which has high bearing capacity,comprising rails and weld seams, characterized in that the weld seams ofthe rails includes a double inclined weld face A_(αβ) formed on at leastone part of the rail, the spatial relation between the double inclinedweld face A_(αβ) and the rail (1) is that: a straight plane ABCD is across section A₀ perpendicular to a longitudinal axis z, and a inclinedplane ABEG, which is a single inclined cross section A_(α), is achievedby rotating the straight plane ABCD an angle α about a vertical axis y,and an inclined cross section BEDH, which is a double inclined weld faceA_(αβ), is achieved by rotating the inclined cross section ABEG an angleβ about BE edge; the angle α is formed between the double inclined weldface A_(αβ) and an axis x, and the angle β is formed between the doubleinclined weld face A_(αβ) and the vertical axis y; and wherein the weldseam of the rails includes the double inclined weld face A_(αβ) formedon a rail head of the rail, and a single inclined cross section A_(α′),which forms an angle α′ with the axis x, formed on a rail waist and arail bottom of the rail.
 2. The weld face structure as claimed in claim1, characterized in that when${\frac{\sigma_{0z}}{\tau_{0y}} = 1.5},{{\frac{\sigma_{0z}}{\tau_{0x}} = 2};}$when${\frac{\sigma_{0z}}{\tau_{0y}} = 2},{{\frac{\sigma_{0z}}{\tau_{0x}} = 2.2};}$or when${\frac{\sigma_{0z}}{\tau_{0y}} = 2.4},{\frac{\sigma_{0z}}{\tau_{0x}} = 2.5},$for the double inclined weld face A_(αβ), the corresponding values ofcorresponding the angle α and β are selected from the following groups:α=30°, β=30°; α=30°, β=45°; α=45°, β=30°; α=45°, β=45°; α=45°, β=60°;α=60°, β=45°; α=60°, β=30°; α=30°, β=60°; α=60°, β=60°; such that themaximum stress (Δτ_(x), Δτ_(y), Δσ) applied on the double inclined weldface A_(αβ) are reduced markedly and the maximum bearing capacity(ΔF_(x), ΔF_(y), ΔF_(z)) is enhanced, wherein the rate of decrement ofthe shear stress Δτ_(x) and Δτ_(y) are both greater than 100%, thereduction of the normal stress Δσ is greater than 35%, and the rate ofincrement of the bearing capacity is greater than 77%, wherein σ_(0z) isan allowable normal stress in z direction applied on the cross sectionA₀ perpendicular to the axis z of the rail, and τ_(0y) and τ_(0x) areallowable shear stresses in the y direction and the x direction appliedon the surface A₀ respectively.
 3. The weld face structure as claimed inclaim 2, characterized in that the weld seam of the rails includes thedouble inclined weld face A_(αβ) formed on a rail head of the rail, anda single inclined cross section A_(α′), which forms an angle α′ with theaxis x, formed on a rail waist and a rail bottom of the rail.
 4. Theweld face structure as claimed in claim 2, characterized in that a wheeltread and a wheel rim of a wheel contact with the rail synchronously,i.e. the wheel tread (6) is leftward and rightward overlapped with aninclined weld seam (5) of a rail tread of a rail head of the rail formedby the double inclined weld face A_(αβ), the corresponding wheel rim (8)is backward and forward overlapped with an inclined seam (7) of a sidesurface of the rail head formed by the double inclined weld face A_(αβ).5. The weld face structure as claimed in claim 2, characterized in thatthe weld seam of the rails includes the double inclined weld face A_(αβ)formed on a rail head of the rail, and a single inclined cross sectionA_(β′), which forms an angle β′ with axis x, formed on a rail waist anda rail bottom of the rail.
 6. The weld face structure as claimed inclaim 2, characterized in that the weld seam of the rails includes thedouble inclined weld face A_(αβ) formed on a rail head of the rail, andan another double inclined weld face A_(α′β′), which forms an angle α′with the axis x and an angle β′ with the axis y, formed on a rail waistand a rail bottom of the rail, wherein the angle α′ is different fromthe angle α, and the angel β′ is different from the angle β.
 7. The weldface structure as claimed in claim 1, characterized in that the doubleinclined weld face A_(αβ) is formed on the whole cross section of theweld seam of the rails, the double inclined weld face A_(αβ) forms theangle α with the axis x and forms the angle β with the axis y, and ainclined weld seam is formed on a rail tread of a rail head of the railby intersection between the double inclined weld face A_(αβ) and therail tread of the rail head, and a inclined weld seam is formed on arail side surface of the rail head by intersection between the doubleinclined weld face A_(αβ) and the rail side surface of the rail head. 8.The weld face structure as claimed in claim 1, characterized in that awheel tread and a wheel rim of a wheel contact with the railsynchronously, i.e. the wheel tread (6) is leftward and rightwardoverlapped with an inclined weld seam (5) of a rail tread of a rail headof the rail formed by the double inclined weld face A_(αβ), thecorresponding wheel rim (8) is backward and forward overlapped with aninclined seam (7) of a side surface of the rail head formed by thedouble inclined weld face A_(αβ).
 9. The weld face structure as claimedin claim 1, characterized in that the weld seam of the rails includesthe double inclined weld face A_(αβ) formed on a rail head of the rail,and a single inclined cross section A_(β′), which forms an angle β′ withaxis x, formed on a rail waist and a rail bottom of the rail.
 10. Theweld face structure as claimed in claim 1, characterized in that theweld seam of the rails includes the double inclined weld face A_(αβ)formed on a rail head of the rail, and an another double inclined weldface A_(α′β′), which forms an angle α′ with the axis x and an angle β′with the axis y, formed on a rail waist and a rail bottom of the rail,wherein the angle α′ is different from the angle α, and the angel β′ isdifferent from the angle β.
 11. A double inclined weld face structurefor a jolt-and-vibration-free seamless rail with high bearing capacityas claimed in claim 1, characterized in that the double inclined weldfaces of two parallel rails (1) are arranged in an interleaving way andthe interleaving length is greater than the length of one carriage. 12.The weld face structure as claimed in claim 1, characterized in that theweld technique for the double inclined weld face is an Aluminothermicwelding.